Vehicle refueling and recharging

ABSTRACT

A refueling system has a vehicle having a fuel tank connected to a deployable fuel hose, an end effector having controlled flight, the fuel hose connected at an end away from the first vehicle, through the end effector to a fuel connector under the end effector, a second vehicle having a fuel tank coupled through a pumping apparatus to a fueling port on an acquisition apparatus adapted to acquire the end effector and connect the fueling port and the fuel connector of the end effector, and control circuitry enabling controlled flight of the end effector, wherein the end effector is controlled to be acquired by the acquisition apparatus to couple the fuel connector with the fueling port and fuel is provided from the fuel tank of one of the vehicles to the fuel tank of the other of the vehicles through the pumping apparatus.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a Continuation-in-Part (CIP) of co-pendingU.S. patent application Ser. No. 17/093,197 filed Nov. 9, 2020, which isa divisional of U.S. application Ser. No. 16/877,458, filed May 18,2020, now issued as U.S. patent Ser. No. 11/505,330 on Nov. 22, 2022,which is a Continuation-in-Part of U.S. patent application Ser. No.15/681,336, filed Aug. 18, 2017, now issued as U.S. patent Ser. No.10/654,584 on May 19, 2020, and which claims the benefit of U.S.provisional patent application No. 62/377,555 filed on Aug. 20, 2016.U.S. patent application Ser. No. 16/877,458, filed May 18, 2020, is alsoa Continuation-in-Part of International patent application no.PCT/US2019/30273, filed May 1, 2019, which claims the benefit of U.S.provisional application 62/665,905, filed May 2, 2018. All disclosure ofthe parent applications is incorporated herein at least by reference.

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention is in the technical field of refueling aircraft inflight as well as refueling and recharging batteries for a broad rangeof vehicles and pertains more particularly to a system with operationtransparent to the receiver of fuel. The present invention is also inthe technical field of implementing control effectors with tethers toperform many tasks inaccessible by current methods and apparatus.

2. Description of Related Art

Refueling aircraft in flight is a well-known process, and there are manyexamples of systems and equipment in the art provided to accomplishrefueling of aircraft. In the systems extant at the time of filing thispatent application, to the inventor's knowledge, all such systemsrequire automated or user-directed cooperation of an aircraft beingrefueled to accomplish the process. For example, in many such systems, atanker aircraft positions proximate an aircraft to be refueled andtrails a hose for transferring fuel. Typically, the hose is dry, meaningthat there is no fuel in the hose at the time of seeking connection ofthe hose to a receiver at the aircraft to be refueled. Personnel onboard the receiving aircraft are then responsible for maneuvering thereceiving aircraft into a position that the fueling hose may be capturedand connected to receiving equipment. There are many problems associatedwith this prior art process, not the least of which is, that thereceiving aircraft must be diverted from whatever mission it may beconducting to accomplish the refueling process, and then must redirectback to the mission at hand.

Additionally, helicopter based refueling of other aquatic and satellitevehicles struggle because of the unmanned nature and instability of thevehicle, or inaccessibility of the vehicle. There are numerous instancesin the art that may be improved with the use of a tether and effectorfor control. Human rescue in difficult circumstances where the locationof the person is not accessible to rescue apparatus and method known inthe art, for example rope, basket and helicopter. Fire fighting inforested areas and in buildings of substantial structure are extremelychallenged because fire retardant dispenses by air cannot get closeenough because of heat and smoke and firefighter also struggle gettingneeded fire retardant to upper floors of tall buildings. Rescuingindividuals in tall buildings having numerous floors is also aparticularly difficult task with known methods and equipment.

Current technology lacks in numerous other ways including an ability toreprogram, update or otherwise exchange data between air, water orsatellites and unmanned or even manned vehicles where consistentwireless technology is not accessible including satellites, other spacevehicles, marine vehicles, air vehicles, etc.

Additionally, some commercial and military systems and applications lacktechnology and hardware to adequately address problems above andstruggle with catch and release systems for deploying drones and otherunmanned aerial vehicles (UAVs) from a fixed wing aircraft, andretrieving same. Ordnance deposition and delivery of ordnance close totarget is an ongoing issue in military applications. Tankers used inrefueling applications have always struggled to efficiently andaccurately maneuver rigid booms used in fuel delivery.

In addition to processes of refueling there is a growing demand forrecharging batteries for electrically powered vehicles of all sorts anda need for transferring liquid, gaseous and even powdered materials fromone vehicle to another.

What is clearly needed is apparatus and methods for refueling andrecharging vehicles of all sorts by other vehicles, and for transferringmaterials as cargo from one vehicle to another.

BRIEF SUMMARY OF THE INVENTION

In one embodiment of the invention a

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

FIG. 1A is an illustration showing a tanker enabled to fuel a secondaircraft in an embodiment of the invention.

FIG. 1B is an enlarged view of a miniature flyer for positioning a fuelsupply hose in an embodiment of the invention.

FIG. 2 is an illustration of the tanker of FIG. 1A with hoses extended.

FIG. 3A is a perspective view of a fuel-receiving aircraft in anembodiment of the invention.

FIG. 3B is an enlargement showing a fuel-receiving port on the receivingaircraft of FIG. 3A.

FIG. 4 is a cutaway illustration of elements of a flyer in an embodimentof the invention.

FIG. 5 is a perspective illustration of a flyer, towed by a hose,approaching position to an acquisition blade on a receiving aircraft.

FIG. 6 is a perspective illustration of the flyer and acquisition bladeof FIG. 5 , with the flyer in position to acquire the blade.

FIG. 7 is a perspective view of the flyer and acquisition blade of FIG.6 , with the roller fairings closed, acquiring the blade with therollers.

FIG. 8 is a perspective view of the flyer and acquisition blade of FIG.7 , with the flyer lowered to the wing of the receiving aircraft.

FIG. 9 is a flow diagram illustrating step-by-step activity in refuelinga receiving aircraft in an embodiment of the invention.

FIG. 10 is a perspective view of a helicopter delivering a harness to aperson stranded, in an embodiment of the invention.

FIG. 11 is a perspective view of an end effector in use in theembodiment as shown in FIG. 10 .

FIG. 12 is a perspective view of the end effector of FIGS. 10 and 11 inan embodiment of the invention.

FIG. 13 is a control diagram depicting control apparatus and connectionsby which an operative in the helicopter may control the end effector inan embodiment of the invention.

FIG. 14 depicts an alternative embodiment of the invention in which theend effector may be connected to the winch cable by a separate line inan embodiment of the invention.

FIG. 15 illustrates an aircraft in orbit trailing a tether and animaging apparatus in an embodiment of the invention.

FIG. 16 is an enlarged view of the imaging apparatus from FIG. 15 .

FIG. 17 illustrates a satellite having deployed solar panels beingrefueled in space in an embodiment of the invention.

FIG. 18 is an illustration of the satellite and refueling vehicle ofFIG. 17 from a different viewpoint, showing additional detail.

FIG. 19 is an enlarged view of an end effector in an embodiment of theinvention.

FIG. 20 illustrates a helicopter having a winch cable, suspending an endeffector apparatus.

FIG. 21 is an enlarged view of the end effector apparatus of FIG. 20 .

FIG. 22A is another view of the apparatus of FIG. 21 , revealingadditional detail.

FIG. 22B is an illustration of a display that may be viewed by anoperative in an aircraft in an embodiment of the invention.

FIG. 23 illustrates a fire bomber trailing a delivery hose.

FIG. 24 is an enlarged view of an end effector trailed from the firebomber of FIG. 23 .

FIG. 25 is an illustration of a fire bomber trailing a hose, having anend effector 2503 at a lowermost end in alternative positions.

FIG. 26 illustrates a circumstance wherein a fire bomber flies asubstantially straight path over a hill and the end effector iscontrolled to follow a curvilinear path.

FIG. 27 is an illustration wherein operatives in an aircraft may getimages of terrain or structure.

FIG. 28 illustrates a helicopter suspending a winch cable having aplatform.

FIG. 29 illustrates a circumstance wherein a combination of forces hascaused a load at the end of a winch cable to swing.

FIG. 30A illustrates a view of the end effector with the platform abovethe end effector.

FIG. 30B illustrates a circumstance with an end effector below theplatform.

FIG. 31 is a perspective view of a seagoing vessel refuel system that isnot equipped for accommodating a helicopter to land on the vessel.

FIG. 32 is an illustration of a refueling aircraft trailing a rigidextendable boom.

FIG. 33A is an illustration showing a tanker fixed wing aircraftfollowing a circular orbit at an altitude, trailing a fire hose tether.

FIG. 33B is an enlarged view of a building from FIG. 33A in anembodiment of the invention.

FIG. 34 is an enlarged view of an end effector that may be used at thelowermost end of the fire hose tether in an embodiment of the invention.

FIG. 35 is an illustration of a fixed wing aircraft trailing a tetherhose having an end effector at the end of the tether proximate a UAV inan embodiment of the invention.

FIG. 36 is a perspective, enlarged view of the end effector and UAV ofFIG. 35 .

FIG. 37 is a perspective view of the end effector of FIG. 36 providingadditional detail.

FIG. 38 is an illustration of a system for delivery of cargo on ananchored tether in an embodiment of the invention.

FIG. 39 is an enlarged view of a cargo being delivered by the system ofFIG. 38 .

FIG. 40 is an illustration of a system useful for both delivery andretrieval of cargo between an aircraft and ground in an embodiment ofthe invention.

FIG. 41 is an enlarged view of a cargo in delivery or retrieval by thesystem of FIG. 40 .

FIG. 42 is a perspective view of a vehicle with an extended fuel linehaving an end effector, and a connection port on a second vehicle, in anembodiment of the invention.

FIG. 43 is a perspective view of a vehicle with an electric line havingan end effector, and a connection mechanism on a second vehicle, in anembodiment of the invention.

FIG. 44 is a perspective view of a vehicle having a cargo tank connectedthrough a pumping apparatus to a transfer line leading to an endeffector.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1A is an illustration showing a tanker 101 enabled to fuel a secondaircraft in an embodiment of the invention. In various embodiments ofthe invention a tanker may be characterized as a maneuverable aircrafthaving fuel tanks within or attached to a body 102, the fuel tankscoupled to supply hoses (104), for providing fuel to receiving aircraft.The tanker aircraft may be piloted, or may be a pilotless drone aircraftcontrolled remotely, or controlled principally by on-boardcomputer-guided systems, that may be in two-way communication with oneor more remote stations that provide periodic or continuous instructionand updates. Tanker 101 is illustrated in FIG. 1A as a single-engine,propeller-driven aircraft, but this is exemplary only, and the tankermay be implemented in a variety of different configurations.

A necessary characteristic of tanker 101 in embodiments of the inventionis that there is at least one extendable/retractable fuel hose 104coupled to a fuel-supply tank, for providing fuel to a receivingaircraft. Another necessary characteristic is that the fuel-supply hoseterminates at an end away from the tanker aircraft at a miniature flyer103, that, by virtue of remotely-operable control surfaces, is capableof manipulating in space to a limited degree, to position the end supplyend of the fuel hose, while the hose is extended in a fueling operation.The flyer serves as a hose guide. In various embodiments one tankeraircraft may have one, two, or even more extendable/retractable fuelhoses, with flyers coupled at the ends of the hoses away from the tankeraircraft.

FIG. 1B is an enlarged view of the miniature flyer 103, shown in adifferent attitude than shown in FIG. 1A, and coupled toextendible/retractable hose 104. Miniature flyer 103 has essentially allof the systems of an independently functional aircraft, except for anindependent propulsion system. The propulsion system of flyer 103 is theforce applied by hose 104 coupled substantially at the center-of-gravityof the flyer.

Flyer 103 is a glider towed by tanker 101. Gliders are good examples ofunpowered aircraft. When a glider is towed to altitude, thrust isderived from the aircraft towing the glider, through whatever tetherconnects the towing aircraft and the glider. Some of the horsepowerprovided by the towing aircraft is used to drive the glider through theair.

Flyer 103 in this example has elevators 105, ailerons 106, rudder 107and speed brakes 108 to rotate the aircraft through the three axis ofrotation namely pitch (elevator), roll (ailerons) and yaw (rudder), andto slow and speed up the flyer as needed. All rotations act through thecenter of gravity of the aircraft. In the flyer, the hose, in oneembodiment, attaches to a ball swivel 110 located at the center ofgravity of the flyer. An additional component of flyers in an embodimentof the invention is one or more imaging apparatus, such as video cameras109. The use and significance of cameras 109 is described in furtherdetail below.

Maneuverability of the flyer is a very important feature of the system,because it allows the flyer to move up and down via the elevator, sideto side via the ailerons and rudder and forward and back via the speedbrakes. Even though the flyer will point upward when the elevatorpitches it up, the end of the hose at the center of gravity simply movesup, rather than pointing in a different direction. Likewise, when theflyer rolls or rotates sideways via the rudder, the end of the hosesimply translates. All that is needed is for the end of the hose to moveback and forth, up and down and side to side. This is all accomplishedwithout independent power, as the flyer is towed by the tanker aircraft.

FIG. 2 is a an illustration of tanker 101 similar to the tanker of FIG.1A, with two hoses extended from reels (not shown), within the body ofthe tanker, each hose having a flyer 103 attached at the terminal end,stabilizing and directing the end of the hose. In operation other thanrefueling, the flyers 103 are carried in a secure location on thetanker, as shown in FIG. 1A, with the fuel hoses retracted. The hosesextended with the flyers deployed, as shown in FIG. 2 , is only when thetanker has positioned relative to a receiving aircraft in a refuelingoperation.

FIG. 3A is a perspective view of a fuel-receiving aircraft 301 in anembodiment of the invention. As was explained relative to the tankeraircraft, although receiving aircraft 301 is illustrated as asingle-engine, single-wing aircraft, the receiving aircraft may be anyof a broad variety of aircraft, piloted, or drone-operated pilotless.The depiction of FIG. 3A is exemplary only. One or more fuel-receivingapparatus 303 is implemented on a wing 302, in this example, of thereceiving aircraft. In other embodiments the receiving apparatus mightbe implemented elsewhere than a top surface of the wing.

FIG. 3B is an enlargement showing the fuel-receiving apparatus 303 on aportion of wing 302 of receiving aircraft 301 of FIG. 3A. The receivingapparatus comprises an aerodynamic acquisition blade 304 extending asignificant height above the wing, as shown, with the leading andtrailing edges aligned in the direction of flight of the receivingaircraft. A fuel-receiving port 305 is implemented at top of acquisitionblade 304, and although not explicitly illustrated, is connected to thefuel tank or tanks of the receiving aircraft. Port 305 is implemented ina manner to be automatically coupled to and sealed to an end of a hose104 carried by a flyer 103, in a coupling operation described more fullybelow.

A necessary operation in refueling a receiver in an embodiment of theinvention is an operation of locating blade 304 and port 305 by anapproaching flyer 103, carrying a donor end of hose 104. With flyers 103configured to fly a level course, and hoses 104 deployed a specificdistance, the spatial relationship of the flyer to the tanker is a knownrelationship. In embodiments of the invention, in a perfect world, thetanker might be positioned in exactly this relationship to the receivingaircraft, and the flyers might dock with the blades. But there are fartoo many variables for this to be a practical operation.

In embodiments of the invention, flyers 103 have cameras 109 implementedto capture images, preferably at a rapid video rate, of objects in theirimmediate vicinity. In the present example, cameras 109 are implementedin transparent bubbles on the end of wings of flyer 103, as seen in FIG.1B. In some embodiments, cameras may also be implemented on ends of rearstabilizer wings of the flyer. Multiple cameras with known spatialrelationships provide for efficient computation in location operations.Also in embodiments of the invention, machine intelligence may beimplemented in the flyer, in the tanker, or partially in both. In oneimplementation, computer code may be provided and executed that allowsthe cameras to seek and identify blade shapes, like blade 304 on a wingof the receiving aircraft. This, however, is a computationally intensiveoperation.

In one embodiment of the invention, indicia are provided on or nearblade 304, the indicia sought and acquired by the cameras, and fromknown spatial relationships of indicia to blade, the machineintelligence in cooperation with the acquired images of the cameras, maybe executed to operate the elevators 105, ailerons 106, rudder 107 andspeed brakes 108 of the flyer, to cause the flyer to approach the bladeon the receiving aircraft, and to position and engage the blade, toconnect hose 104 to port 305, and to supply fuel to the receivingaircraft.

FIG. 3B shows indicia 306, affixed to an upper surface of wing 302, at aknown dimension from blade 304. There are different candidates forindicia 306. In one embodiment of the invention indicia 306 are what aretermed AprilTags. AprilTag is a visual fiducial system, known in theart, useful for a wide variety of tasks including augmented reality,robotics, and camera calibration. AprilTag targets may be created froman ordinary printer, and the machine coded AprilTag detection softwarecomputes the precise 3D position, orientation, and identity of the tagsrelative to the camera.

Implementations of AprilTag software are available in Java, as well asin C. Notably, the C implementation has no external dependencies and isdesigned to be easily included in other applications, as well asportable to embedded devices. Real-time performance can be achieved evenon cell-phone-grade processors. The AprilTag fiducial design and codingsystem are based on a near-optimal lexicographic coding system, and thedetection software is robust to lighting conditions and view angle.

A refueling operation, practicing principles of the present invention,may proceed in a variety of ways, and under a variety of circumstancesand conditions. In all cases there will be a tanker aircraft to supplyfuel, and a receiver aircraft to be fueled. The tanker may have widelyvariable characteristics, and may be either piloted or unpiloted,remotely controlled or self-controlled. In all cases a commonality isthat the tanker will have at least one extendable/retractable fuelinghose, in many cases manipulated by a reel mechanism, and a flyer asshown generally as element 103 in FIGS. 1A and 1B will be coupled at thefueling end of the hose. The receiving aircraft will have at least oneof the blades 304 implemented on a surface, such as a wing, in aposition where the blade may be accessed by the flyer.

Acquisition is done in stages. Firstly, the tanker, which is theaircraft that carries the flyer to the receiving aircraft, flies to apre-determined position based on the known position of the receiver. Thelocation of the receiver is known by flight plan, GPS or visual systems,or by a combination of these procedures. In a prior art refuelingoperation, the tanker flies a predetermined and standardized track. Withthe system in embodiments of the invention, the receiver is flying apredictable and standardized track, which may be a Combat Air Patrol orCAP. A CAP is usually a circular path at constant altitude that takes,in one example, about four minutes to complete. Four minutes to make a360-degree turn is called a standard rate turn. The receiver doesn'thave to be in a standard rate turn for the system and procedure of theinvention to be practiced, but if intelligence directing the tankerknows the path size and duration of the receiver, whether standard ornot, the tanker can be directed to a position where the receiver will bewhen the tanker arrives. Global Positioning Systems (GPS) and veryaccurate navigational computer algorithms may compute the relativepositions of the tanker and the receiver and may fly the tanker to arendezvous well within a meter of a destination point in three axes.With the two aircraft sharing data via radio link or some other means ofdirect communication, the locations and rendezvous trajectories may beenhanced.

In an important embodiment of the invention, the entire operation may betransparent to the receiving aircraft, except for the addition of fuel,for the weight of which the receiver aircraft may automatically adjustpower and navigation to maintain a planned operation. In this example,the receiver does not maneuver relative to the tanker, but simplycontinues to fly a pre-planned mission. The receiver is passive in theoperation.

The tanker maneuvers to a position above and in front of the receivingaircraft. The flyer, or multiple flyers, will stabilize at a certainposition below and behind the tanker, with control surfaces stabilized.The destination position for the tanker is therefore this known spatialoffset. If the tanker could fly accurately enough, the flyer would notbe necessary. That accuracy in the acquisition operating is notrealistic, so the final stage of a rendezvous and contact isaccomplished with fine maneuvering by the flyer.

This final positioning may be done in different ways. For example, atwo-way data link between the two assets may periodically shareprecision GPS data, and with such updates, the flyer may be directed tothe refueling blade, which may be on the top of a wing of the receivingaircraft. This technology is called Real-Time-Kinematics (RTK) and isused by many industries to get precision location data down to a cmlevel. But with RTK the tanker and receiver must talk to each other. Agoal of the invention is to have the receiver do as little as possible.

In one embodiment of the invention a video camera vision system,sometimes termed computer vision (CV) or machine vision (MV), is used toguide final positioning. CV can locate and map objects to mm accuracy. Acrude CV system can locate the receiver from a mile away withoutdifficulty and can discern objects on the aircraft, such as therefueling receptacle, or AprilTags, from 500 ft on in.

So, in one embodiment a CV system using cameras, such as cameras 109 inFIG. 1B, may be used in conjunction with executing software in aprocessor in the flyer or the tanker, to do final positioning. Trainingthe system to look for objects shaped like blade 304 is one option, butthis will challenge a processor, because the process is computerintensive.

FIG. 4 illustrates a flyer 103 according to one embodiment of theinvention, shown in partial section, to illustrate elements of the flyerthat are associated with connection of the flyer and the hose carried toa receiving port on a receiving aircraft. In this example the hose isnot shown but connects to the flyer at the ball swivel 110 shown in FIG.4 , and described above, located at the center of gravity of the flyer.Below ball swivel 110 there is a vertically translatable valve 401 in avertical fuel passage through the body of the flyer. This valve, whenthe flyer is not coupled to a receiving port is normally seated in avalve seat 402, and held thus either by spring tension, or by pressurein the fuel line, or both. The valve has a valve stem 403 guided throughthe center of seat 402. This stem encounters a triggering element in aport in an acquisition blade as the flyer lowers to the receiver andopens the valve at the proper time.

In embodiments of the invention, flyer 103 has two roller clamp fairings407 (one shown in FIG. 4 ), that have each a powered, curved roller 406.These fairings each carry a controllable electric motor to drive theroller, and the fairing connect to the flyer by a strut 408 that may berotated relative to the body of the flyer, to move the rollers towardone another until they clamp onto the acquisition blade, and then rollto pull the flyer down until a seal 404 encounters port 305. The processof acquiring an acquisition blade on a receiving aircraft and dockingthe hose to a port is described in further detail below.

FIG. 5 illustrates a flyer 103, carrying a fuel hose 104 from a tanker,approaching an acquisition blade 304 implemented on a wing 302 of areceiving aircraft. Blade 304 has a receiving port 305 for hose 104, andthere are two AprilTags 306 placed on wing 302 in a known relationshipto blade 304, as described above with reference to FIG. 3 . The tankerfrom which the fuel hose trails is not shown in FIG. 5 , but the tankerand the flyer each have circuitry, including two-way wirelesscommunication, for sharing information and coordinating actions in theprocess of causing the flyer to acquire acquisition blade 304, and toengage the fuel hose to fueling port 305 at the top of the acquisitionblade.

FIG. 6 is a perspective illustration of the flyer 103 and acquisitionblade 304 of FIG. 5 , with the flyer in position to acquire the blade.In FIG. 6 , the control circuitry and processor in the flyer, hasacquired positioning information by image capture of one or bothAprilTags 306, and has operated the elevators 105, ailerons 106, rudder107 and speed brakes 108, as necessary to maneuver the flyer so that thehose attachment to the flyer is directly over port 305, and the flyer isat a distance above wing 302 such that the roller fairings (407, FIG. 4), may be rotated together such that the rollers may contact acquisitionblade 304 from each side.

FIG. 7 is a perspective view of the flyer 103 and acquisition blade 304of FIG. 6 , with the roller fairings 407 closed, acquiring the bladewith the rollers. With the blade thus acquired by the rollers, which maybe sensed by sensors in the drives for moving the struts to close thefairings, the flyer is at this point joined securely to the acquisitionblade, and the rollers may be started to lower the flyer until seal 404(see FIG. 4 ) engages port 305 securely. It may be noted that the curvednature of the acquisition blade and the rollers in the roller fairingsof the flyer provide a final positioning resource for the engagement ofthe flyer and the blade, such that, if the flyer is a bit off, theclosing of the fairings to press the blades against the blade will movethe flyer into final, and perfect, position.

FIG. 8 is a perspective view of the flyer and acquisition blade of FIG.7 , with the flyer lowered to the wing of the receiving aircraft byoperation of the rollers in the roller fairings of the flyer, andengagement of seal 404 (FIG. 4 ) with port 305 at the top of theacquisition blade. With seal 404 engaged securely with port 305, fuelmay be safely transferred.

Referring now to FIG. 4 , it may be noted that valve stem 403 is of alength that extends below seal 404. Therefore, with seal 404 engaged inport 305, stem 403 may extend into port 305 in acquisition blade 304. Inone embodiment of the invention there may be an actuator to contact stem403 to lift valve 401 from seat 402. In embodiments of the inventionwherein fuel hoses 104 are pressurized with fuel, even while the hosesare extended and retracted, and before engagement with an acquisitionblade, this actuation will immediately start flow of fuel into tanks ofthe receiving aircraft. In another embodiment there may be anelectromechanical actuator to operate valve 401, in which case, once theflyer senses that seal 404 is seated in port 305, the actuator may betriggered to begin fuel flow.

It is important to note that fuel tanks on typical aircraft are notdesigned and manufactured to withstand a great deal of internalpressure. Fuel tanks in most aircraft, in fact, may withstand only anominal internal pressure before failing. In view of the fact that atanker aircraft, in an embodiment of the invention, will necessarilyhave to fly at a significant altitude above that of a receivingaircraft, if the flyer were to join the fuel hose to a fuel tank of areceiving aircraft in a liquid and airtight manner, the pressure head ofthe fuel at the acquisition blade and in the tanks of the receivingaircraft would be far above any safe pressure to which the tanks shouldbe subjected. For this reason, fuel tanks in the receiving aircraft arevented, and the fuel system including the fuel hose during fuel transferis also vented.

Referring again to FIG. 4 , element 405 is a seal over a vent channel inthe flyer. A sensor, not shown, will sense fuel at the vent, indicatingthat the tanks of the receiving aircraft are full, and the controlsystems will stop the fueling process. In one embodiment this simplyinvolves activating the rollers in the roller fairings to lift the flyerfrom the wing of the receiving aircraft, which allows valve 401 to closeat or before the point that seal 404 unseats from port 305.

When the receiving aircraft tank or tanks are full, or when apre-programmed quantity of fuel has been transferred, disengagement maybegin. There are a variety of ways in different implementations that thefact of sufficient fuel transfer may be known.

As it is an object of the invention that the refueling operation may betransparent to a receiving aircraft, the end of the fueling operation issensed by the flyer. In one embodiment the flyer may meter fuel flow. Inanother embodiment, the fuel transfer may be a timed operation. In mostembodiments, fuel at a vent is detected, as described above.

When fuel transfer is complete, disengagement is, in early steps, areversal of the final steps of engagement. Once transfer is finished,the rollers in the roller fairings of the flyer are operated again inthe reverse of the rotation for engagement, raising the flyer from theposition of FIG. 8 , until seal 404 breaks contact with port 305. In anembodiment wherein valve 401 is opened by a mechanical contact with stem403, pressure in the fuel line will close the valve as contact isbroken. In an embodiment wherein an electromechanical actuator closesthe valve, this may be triggered by sensing when contact is about to bebroken.

Once contact is broken, and valve 401 is closed, the flyer may rotatethe struts to open the rollers from the acquisition blade, and the flyeris then free of the receiving aircraft. The flyer at this point maysignal the tanker aircraft, or the tanker aircraft may sense thecondition, and the tanker aircraft may proceed to retract hoses 104, andmay proceed on a further mission for refueling another receivingaircraft, or may return to a base to be replenished with fuel forfurther missions.

In exemplary embodiments of the invention, as described above, theentire operation may be transparent to the receiving aircraft, whichsimply continues with its mission. It is, however, necessary that thecontrol systems in the tanker aircraft, and perhaps to some extent inthe flyer(s), are aware of the mission of the receiving aircraft, andits geographic location and course, and especially of any alterations inthe course of the receiving aircraft. It is preferable, and in somecases required, that the refueling operation be carried out while thereceiving aircraft is flying a straight and level course.

FIG. 9 is a flow diagram illustrating step-by-step activity of a tankerhaving one or more fuel hoses and flyers at the end of the hoses,according to an embodiment of the invention, in a refueling operation.At step 901 tanker aircraft loads a mission plan and data. The plan willidentify a receiving aircraft to be refueled, and the data will includethe location geographically of the receiving aircraft (GPS), and detailsof the mission and flight activity of the receiving aircraft.

At step 902 the tanker aircraft vectors to the known position of thereceiving aircraft. This, of course, is done by calculating where thereceiving aircraft will be according to details of its mission andflight plan. When the tanker arrives in the proximity of the receiveraircraft, at step 903 the tanker extends its fuel hose or hoses to apredetermined extent. Each hose has a flyer at the end, with flightapparatus set to a level and steady flight for the end of the respectivefuel hose.

Once the hose or hoses are fully extended, the tanker aircraft in step904 maneuvers to bring the flyers at the ends of the hoses closer toacquisition apparatus on the receiving aircraft. During this operationthe image acquisition system of the flyer or flyers, looks for indiciato acquire positioning data. At step 905 the control systems query foracquisition of indicia. If indicia are not acquired, control goes tostep 906, and the tanker aircraft continues to close the distance toacquire indicia.

When indicia are acquired, at step 907 the tanker flight is stabilized,and the flyers, having uploaded data provided by the indicia, at step908 operate flight apparatus to close to a position where the flyer mayacquire an acquisition blade by the rollers in the roller fairings. Thecontrols periodically or continually check, and the flyers continue tomaneuver, until at step 909, the flyer is in position, and signals toclose the rollers on the acquisition blade. If there is more than onehose and flyer, the closure may be at a different point for each flyerand blade. The rollers are operated at step 910 to lower the flyer(s) toengage seal 404 with port 305.

When seal is accomplished, fuel is transferred at step 911. After fueltransfer is sensed as complete, the fuel valve in the flyer is closed atstep 912, and the rollers are reversed to disengage the seal from theport at step 913. At step 914 the rollers are released from the blade,freeing the flyer(s) from the receiving aircraft, and at step 915 thetanker retracts the hoses, and exits to any further mission.

The application of a flyer to manipulate the end of a fuel hose extendedfrom a tanker aircraft, as described in embodiments above, is but oneapplication of practice of the present invention. Other applications aredescribed in following paragraphs.

As a prelude to further, and broader, application of practice of theinvention, consider that flyer 103 in the embodiments described thus faris in essence an unpowered glider, towed by the tanker aircraft by thefuel hose. In a more abstract sense, the flyer is a mobile end effectorfor providing limited maneuvering to an end of a supple, that is,limber, tether, which is a fuel hose in the embodiments described abovein enabling detail. Operating the maneuvering apparatus of the flyerenables the end of the hose to be precisely placed to a fuel port of areceiving aircraft.

Operation, strictly as a glider is feasible in many practices of theinvention, but in some applications, the flyer may be powered, and thepower may be by conventional propeller(s), or may be by thrusters, suchas jet, rocket, or turbine operation. In some embodiments theconventional ailerons, etc., described with reference to FIG. 1B, forexample, may not be necessary at all, as all maneuvering, as well aspowered flight, might be provided by directional thrusters.

Powered flight by an end effector will be desirable in applicationswhere a limber tether is used from such as a helicopter. Consider, forexample, rescue situations where a helicopter may be used with a harnessto reach and reel in a person stranded on a face of a cliff. Intraditional operation the helicopter lowers (extends) a tether with aharness, or a person and a harness, the person to help in applying theharness to a subject. Suppose the cliff face has a negative slope and/oran overhang, such that the subject is not in line of vertical sight fromthe helicopter. If a powered end effector is incorporated at or near theend of the tether, and is controllable from the helicopter, the lowerend of the tether may move under an overhang, for example, and deliverthe harness to a person that could otherwise not be reached.

In another circumstance, a subject might be in line of sight from thehelicopter, but turbulence and prevailing wind may make it verydifficult to deliver the end of the tether where wanted. Having apowered end effector, and ability to control same, may make such arescue operation more efficient, and result in a higher success rate.

In circumstances wherein a destination point for and end of a tether, orother flexible conduit or hose, might be obscured from sight of anoperative on an aircraft, as in the case of guiding a harness on atether to a person isolated on a cliff, for example, the tether mightinclude one or more data lines by which a video camera or other imagingdevice at the end effector might provide a display to the operative inthe aircraft. The operative, by virtue of the control system and imagingdevice, could fly the end effector with the harness right to the personneeding the harness for rescue. There are many other applications forsuch a remotely controllable end effector with video sight capability.In another application, a tether may not be a fuel hose, but, forexample, a data cable. There may well be applications in which aproviding aircraft, or even a satellite or a space voyager may collectlarge quantity of data. Consider, for example, video camera operationfor mapping, or for simply collecting a great deal of information.Wireless transfer may be considerably slower than collection, resultingin backup of data. A collecting vehicle might extend a tether,comprising a data cable, and a flyer or other end effector at the end ofthe tether, might operate, as in the fueling operation, to connect to areceiving aircraft, for a hard-wired transfer of large amounts of dataquickly.

In one circumstance, a glider might be utilized as transport for cargoor people, or both. If the transporter is not directly powered, it neednot be refueled. Some way is needed, however, to keep the glider aloftand moving toward a planned destination. In one embodiment a poweredtowing aircraft might be provided with an extendable/retractable towingtether having a mobile end effector, such that the tether may beextended, and may hook up to the glider transparently to the glider. Thetowing aircraft need not have cargo capability and may be designed forefficiency as a towing unit. In some embodiments the towing aircraft maydisconnect when its own fuel runs low, and a hand off to a second, or anext, towing aircraft, in a relay. At a destination the glider may becut free to glide to a safe landing, either guided by an on-board pilotor by automatic systems. Alternatively, the glider might be guided toland while still attached by tether to a towing aircraft. In this lattercase, the tether may include communication and data cables through whichcontrol circuitry in the towing aircraft may operate apparatus andcontrol systems in the glider.

In the circumstance of towing a glider, carrying either cargo or people,or both, there may be a plurality of towing aircraft, and a plurality ofattachment points and apparatus on the glider where towing aircraft mayattach and detach. Tethers from the towing aircraft may have endeffectors much like the flyers described above, or having alternativeapparatus, such as thrusters, to accomplish necessary maneuvering aboutthe three axes around a center-of-gravity, to seek, find, and accomplishattachment to physical points of engagement to affect towing. The endeffectors in this circumstance may have imaging devices, and there maybe target indicia affixed to surfaces on the glider, for acquisition bythe end effectors to home in on attachment points.

There are many other applications for end effectors for otherwise limptethers, hoses and communication lines. In a further example, firehoses, used by firefighters, might benefit from such end effecters. Firehoses with video capability and flying end effectors may be deployed ata fire to take the end of a fire hose into a window or through adoorway, to be moved within a burning structure to a point of maximumeffect, before water, foam or fire retardant may be ejected from thehose. In some cases, intermediate flyers might be joined to a hose atpoints along the hose to support the hose as the end effector flyercarries the end of the hose.

In yet another potential application of embodiments of the invention, itis known that an object, suspended by a lengthy tether from a fixed wingaircraft, may maintain, at the altitude of the object, a relativelystable fixed position, if the fixed wing aircraft were to fly a circularcourse at a speed and at a radius that just compensates for the pendulummotion that the object would exhibit at any moment as tethered to theaircraft. This is simply a problem in math, with the weight of theobject known, and the weight and nature of the tether known.

In such a situation, an end effector as described in many embodimentsherein might be used to correct for discrepancies such as windvariables, etc., and a fixed wing aircraft could then be employed inmany applications which otherwise belong to helicopters, drones, andother aircraft capable of hover operation.

In still another operation, a weapon pod might be suspended from eithera fixed wing aircraft, as described just above, or from a hover craft,with an end effector that could translate the pod in essentially an X/Yplane, to position the pod, capable of dropping grenades and the like,precisely over targets.

Helicopter Cliff-Side Rescue

As was described briefly above, powered flight by an end effector willbe desirable in applications where a limber tether is used from such asa helicopter, to deliver an escape harness, for example, to a personisolated on a side of a cliff or a ravine, and perhaps obscured fromabove by an overhang or another obstruction. In conventional operationthe helicopter lowers (extends) a tether with a harness, or a person anda harness, the person to help in applying the harness to a subject.Suppose the cliff face has a negative slope and/or an overhang, suchthat the subject is not in line of vertical sight from the helicopter.In an embodiment of the invention, a powered end effector isincorporated at or near the end of the tether and is controllable in oneimplementation from the helicopter. The lower end of the tether,carrying a rescue harness for example, may move under an overhang anddeliver the harness to a person that could otherwise not be reached.

In another circumstance, a subject might be in line of sight from thehelicopter, but turbulence and prevailing wind may make it verydifficult to deliver the end of the tether where required. Having apowered end effector, and ability to control same, makes such a rescueoperation more efficient, and result in a higher success rate.

In some embodiments the tether from the helicopter might include one ormore data lines by which a video camera or other imaging device at theend effector might provide a display to an operative in the aircraft.The operative, by virtue of the control system and imaging device couldfly the end effector with the harness right to the person needing theharness for rescue.

FIG. 10 is an overall view of a system in the application of rescue froma helicopter. Section 1001 represents a vertical section through a cliffhaving a ledge 1002. A person 1004 needing rescue is shown standing onthe ledge. The skilled person will understand that this representationis entirely exemplary, and is meant to represent a wide variety ofcircumstances where a person in need of aid may be substantiallyinaccessible from directly above, making lowering of an escape harnessdirectly downward to the person difficult or impossible.

A helicopter 1003 is illustrated hovering above the cliff face and tosome distance outside the cliff face. The operatives in the helicopterhave caused a tether 1005 carrying an end effector 1006 and a rescueharness 1007 below the end effector 1006, to be lowered to a point inthis example below the height of the ledge 1002.

End effector 1006 in this example is a powered unit with thrustersfacing in multiple directions to move the end of the tether. Tether 1005is a cable strong enough to support the person needing rescue and alsoincludes electrical conductors enabling control signals to becommunicated to the end effector from an operative with a control unitin the helicopter. The control unit in this example enables the operatorto fly the end effector upward from the position shown in FIG. 10 to anew position as shown in FIG. 11 , carrying the rescue harness to theperson 1004 on the ledge.

In practice tether 1005 is a heavy winch cable, attached to a winch at adoor of the helicopter. The process for delivering the rescue harness tothe person on the ledge under an overhang involves lowering the harness,carried by the end effector to a point as shown in FIG. 10 . Then theoperative in the helicopter operates the thrusters of the end effectorare activated from the helicopter to fly the end effector with therescue harness upward and in toward the ledge to a position as shown inFIG. 11 .

FIG. 12 is a perspective view of end effector 1006 of FIGS. 10 and 11 .In this example end effector 1006 has a frame 1201 comprising twoparallel vertical plates 1206 and 1207, spaced apart by spacers such aselements 1204. There are two parallel shafts 1205 in this exampleimplemented through the frame (one is apparent in the figure), andelectric motors 1202 with propellers 1203 mounted at the ends of eachone of the shafts 1205, effectively providing four thrusters. Shafts1205 are rotated by one or more independently controllable electricmotors, not shown, that may direct the thrusters in any directionorthogonal to shafts 1205. Each of motors 1202 is independentlycontrollable, as well, so the magnitude of the thrust produced by eachmay be varied by an operative in the helicopter. With the four thrustersdirected downward the effector may hover, and rotation of shafts 1205and varying thrust on the motors may propel the effector in essentiallyany direction. Each thruster has a shroud 1208 protecting individualsand apparatus from the spinning propellers.

In this embodiment there are three cameras, camera 1209 directed upward,camera 1210 directed downward, and camera 1211 directed forward. Allthree cameras provide imaging to the helicopter, either throughconductors in parallel with the tether 1005, or by wirelesstransmission. Operatives in the helicopter may use the imagesselectively for maneuvering the end effector, and the upward-facingcamera 1209 provides a visual coordination between the end effector andthe helicopter, for maintaining orientation with the host.

FIG. 13 is a control diagram depicting control apparatus and connectionsby which an operative in the helicopter may control end effector 1006. Apower supply 1301 in the helicopter is connected by electric power lines1302 to a control apparatus 1303 that has physical inputs represented inthis example by a control stick 1304. There may be other inputs as well,as needed for commands to control the end effector. Control lines 1306providing two-way communication with a control apparatus 1307 in the endeffector are implemented along with the winch cable 1005 illustrated inFIGS. 10 and 11 . Arrows 1308 represent control signaling to motors inan end effector and signals from sensors in the end effector as well.

In one embodiment there may be an imaging device 1309 on the endeffector signaling on line 1310 back to control apparatus 1307 andthence via lines 1306 to the apparatus at the helicopter. Imagingsignals from device 1309 may be processed and images displayed onmonitor 1305 in the helicopter.

Operatives in the helicopter are enabled by the control system depictedin FIG. 13 to lower a rescue harness on the main winch cable, along withend effector 1006. End effector 1006 may be activated to carry theharness, and an operative may use the control inputs in the helicopter,along with images from device 1309 to fly the end effector and deliverthe harness to the person on the ledge.

In one embodiment the end effector may have on-board power supply, suchas rechargeable batteries for thruster power, but preferably thethrusters may be powered from the helicopter to reduce the weight of theend effector.

FIG. 14 depicts an alternative embodiment of the invention in which theend effector may be connected to the winch cable by a side line 1401,carrying the power line and control signaling, and there may be aseparate, lightweight tether 1402 connected to the winch cable and tothe end effector by a releasable link 1403. An operative in thehelicopter may fly the effector 1006 to arrange the lightweight tether1402 to a position that the person expecting rescue may grab thelightweight tether, which may then be released from the end effector byreleasing link 1403. The person on the ledge may then use thelightweight tether 1402 to draw the heavier cable 1005 with the rescueharness close enough to be able to don the harness.

In one embodiment the lightweight tether may also have a communicationdevice with a speaker and a mic by which the person on the ledge maytalk directly with an operative in the helicopter.

The skilled person will understand that the descriptions of embodimentare exemplary only, and not limiting, and that implementations of theinvention may use any one or a combination of the elements and functionsdescribed, and equivalents as well.

Tethered Sensor for Close-Up Investigation and Viewing.

In yet another embodiment of the invention apparatus and functionalityis provided whereby operatives in a fixed wing aircraft, having a needto view objects, people, buildings and the like, or anything far belowthe operating altitude of the aircraft, may get a close-up view. Thismay be necessary in situations where operations from the ground are notpractical or possible. There are known in the art high resolution andpowerful imaging devices that may be used in aircraft to capture stillor video images of terrain and infrastructure on surface far below. Suchimaging apparatus is used in satellites and provide resolved images ofobjects on the Earth's surface with resolution of a few feet.Nevertheless, it is still true that if the imaging device issubstantially closer to the subject objects to be imaged, far betterresolution may be obtained.

It is known to the inventor that an object, suspended by a lengthytether from a fixed wing aircraft, may maintain, at the altitude of theobject, a relatively stable fixed position, if the fixed wing aircraftis flying a substantially circular orbit at a speed and at a radius thatjust compensates for the pendulum motion that the object would exhibitat any moment as tethered to the aircraft. This is simply a problem inmathematics, with the mass of the object known, and the mass physicaland nature of the tether known.

FIG. 15 illustrates a fixed wing aircraft 1500 flying in a substantiallycircular orbit 1501 at an altitude rendered as Altitude 1. The aircrafttrails a lengthy tether 1502 having an imaging apparatus 1503 attachedat a lower end. Tether 1502 in this circumstance establishes a spiralpattern, and imaging apparatus 1503, depending on the length and natureof the tether, the mass of the imaging apparatus, and the diameter oforbit 1501 may maintain a fixed position in space, at an altitudeindicated as Altitude 2.

Altitude 2 may be adjusted by causing the aircraft to spiral slowlyupward or downward to a new altitude 1, while still orbiting at thediameter of orbit 1501. Tether 1502 in one embodiment has one or morecontrol lines implemented with the tether that enables an operative inthe aircraft to power imaging device 1503 and to manipulate thedirection and angle of viewing.

FIG. 16 is an enlarged view of imaging device 1503. Device 1503 has asturdy metal housing 1509 protecting internal circuitry and devices1508, which may include a power supply, such as a rechargeable batteryand computerized circuitry adapted to operate mechanisms adapted to aimand focus the imaging device, and to transmit images to the aircraftabove via conductors in the tether. The computerized circuitry iscoupled to circuitry in the aircraft through conductors in tether 1502,such as conductor 1510.

A revolving base 1504 may be rotated in either direction to rotate apair of descending structures 1505 that carry gimbals 1506 that areadapted to tilt cameras 1507 from horizontal to vertical. Mechanismsinternal to the device may be operated by electric motors (not shown)that may be commanded from the fixed wing aircraft. An operative maymonitor the images from the device in making adjustments for aim andfocus, and by rotating and tilting all terrain below the device may bescanned.

The system as described above enables imaging from a vantage better thanhigh above where atmospheric conditions, clouds, ice and obstacles suchas buildings, terrain or trees may obscure the subject.

The skilled person will understand that the figures and descriptions areexamples only, and that there may be embodiments within the scope ofthese figures and descriptions that are not described above.

Satellite Refueling

In an embodiment of the invention, principles of the invention may beapplied to refueling satellites in orbit, or spacecraft in a flightpath. FIG. 17 illustrates a satellite 1700 having deployed solar panels1701 being refueled in space by a refueling vehicle 1702, also in thenature of a satellite having deployed solar panels 1703. Vehicle 1702 isinserted by known launch and navigation techniques into a compatibleorbit to be proximal to satellite 1700. Vehicle 1702 carries fuel to betransferred to satellite 1700. The fuel is typically liquid but could bevapor, or even in some circumstances, powder.

Vehicle 1702 has a flexible fuel hose 1704 having also communicationconductors that permit communication from vehicle 1702 to and from amaneuverable end effector 1705 not clearly seen in FIG. 17 . The endeffector is at the end of hose 1704, and is maneuverable to seek, findand connect to a refueling port on satellite 1700.

FIG. 18 is an illustration of satellite 1700 and refueling vehicle 1702from a different viewpoint, showing additional detail. In the view ofFIG. 18 the refueling port 1801 on the satellite to be refueled isvisible, and the end effector 1802 that seeks and connects to therefueling port. An enlarged view 1803 of a portion of the satelliteincluding the refueling port shows the port and end effector in betterdetail in FIG. 18 .

View 1805 shows two indicia, in this embodiment AprilTags 1803bracketing port 1801. The use and function of AprilTags was describedabove with reference to FIG. 6 . These tags are similar to QR codes, inthat they convey a significant quantity of information in a matrix ifblack and white or color-coded dots or squares. In this application theAprilTags convey information to imaging apparatus in end effector 1802,to guide the end effector in docking at the refueling port 1801.

FIG. 19 is an enlarged view of end effector 1802 in an embodiment of theinvention. The end effector has a body 1901 that may be metal orpolymer, that houses internal elements including at least computerizedcircuitry that controls operation of elements of the end effector, andcommunication with the refueling vehicle. There are in this example twothruster clusters 1902, which in this example each present fivethrusters in five directions. The thrusters operate in this example ongas stored in a compartment under pressure and is valved to individualthrusters as needed for navigation.

Two appendages 1903 in this embodiment each terminate in imagingapparatus 1904 that provide a view of the satellite, and in particularthe AprilTags as the end effector approaches the refueling port. Thereis in addition in this embodiment a set of articulated jaws 1905surrounding the fuel delivery nozzle 1906.

In this case the hose is maneuvered by the array of thrusters tonavigate the end of the hose in space. Use of machine vision via imagingapparatus 1904 on the end effector and the AprilTags proximate therefueling port enable precise location data to be provided to theonboard circuitry of the end effector. Jaws 1905 act as fingers to gripand draw the port to the delivery nozzle.

Control of the end effector is by means of a computer in the endeffector that communicates with the refueling vehicle with simplecommands to keep slack in the tether but more detailed commands to thethrusters to move it. The imaging apparatus on the end effector provideimagery that is processed by machine vision, calculating pitch, roll,yaw and distance from the nozzle by means of the AprilTags stuck on thereceiving satellite.

A benefit of connecting with a flexible hose is that the physics of tworigid bodies joined suddenly in orbit is very different and complexcompared with two bodies joined with a flexible tether, because theinertias between the two don't communicate well through that flexiblestructure in either direction if it remains slack. That's why astronautswho are on tethers keep them slack as possible.

Ordnance Delivery

In yet another embodiment of the invention a system for delivery ofordnance close to a target with a winch cable and an end effector isprovided. FIG. 20 illustrates a helicopter 2001 having a winch cable2002, suspending an end effector apparatus 2003 at a lowermost end ofthe tether. End effector apparatus 2003 has thrusters, in thisembodiment propellers driven by DC motors, the thrusters facing inorthogonal directions.

An important motivation for this embodiment of the invention is the factthat releasing ordnance, such as explosive shells, bombs, grenades andthe like from a considerable altitude results in compromised accuracy,and the closer the release may be to a target, the more accurate thedelivery is likely to be. However, bringing a manned delivery vehicle,such as a helicopter or other aircraft closer to the target increasesthe likelihood of discovery and counterattack.

It is to be understood that the system is not limited to suspension froma helicopter, as described in this example, but may be implemented froma fixed wing aircraft in an orbit as described above. In thecircumstance of FIG. 20 , end effector apparatus 2003 is controlled fromhelicopter 2001 by an operative having access to control apparatus, asalso shown in FIG. 13 described above for the circumstance of cliff-siderescue. A potential target 2004 (a person) is illustrated some distanceover a support surface, which may be ground or in other circumstancesbuildings or vehicles, rather than directly below the end effector.Targets may be many and varied. End effector apparatus 2003 ismaneuverable to be positioned directly over the target before ordnanceis released.

FIG. 21 is an enlarged view of end effector apparatus 2003. This endeffector in some embodiments is a rather large and heavy apparatus, asordnance to be delivered may be large and heavy as well. In this examplethe end effector apparatus has a metal frame 2001 surrounding andsupporting internal elements. A region 2102 houses computerizedcircuitry and control apparatus in this example. The computerizedcircuitry operates thrusters to position the end effector for deliveryof ordnance, and also triggering release of ordnance, either all-at-onceor sequentially.

In this example there are four DC motors 2103 driving propellers 2104 asthrusters. The propellers face in orthogonal directions in thehorizontal plane. The end effector is suspended at the lowermost end ofthe cable 2002 by a clevis 2107 such that the apparatus may rotate abouta vertical axis.

In this example an ordnance region 2105, with for example delivery tubesfor mortar shells surrounds an imaging apparatus 2106. In the gapbetween the control region 2102 and the magazine region 2105 there maybe either a free dangling universal joint with damping struts going tothe 4 corners, or a full-on multi-axis gimbal with powered servos tokeep the magazine pointed straight down. Gravity is the power source forordnance delivery. The orientation of the magazine is tracked by theimaging device and control is imposed with a master/slave loop with themaster being the magazine orientation and the slave being thestabilizer/positioner.

Each motor 2103 is tied to a direction on a joystick operated in thehelicopter. Imaging apparatus 2106 is directed straight down and isaligned with the motors. The orientation is not related to compassdirection but rather like looking down through a viewport. Moving thejoystick left moves the viewport left because a left motionproportionally turns the motor to the right of the camera. To movediagonally two motors would operate to provide that translation. In thisexample there are never more than two motors running at the same time.

In one example the propellers are as large as thirty-six inches indiameter. The various ordnance that may be delivered with appropriatemagazines are too numerous to all be listed here, but may include suchas grenades, leaflets, flechettes, rods, anti-tank missiles and so on.The imaging apparatus deployed in the center of the array may be video,still, color, B/W, UV, IR, and others.

FIG. 22A is another view of apparatus 2003, revealing additional detail.This ordnance dispenser can be tethered from a fixed-wing aircraft usingthe orbiting tether method described above, or from a helicopter orother hovering aircraft. The dispenser is rigidly attached to a platen2201 that has a hexapod positioning system 2202 that articulates in 6degrees of freedom, X-Y-Z and rotate around all three of those axes.It's important that the dispenser be pointed straight down becausegravity is unforgiving when it comes to weapons delivery. There is acamera 2203 with a lens that is rigidly attached to the platen so thatwhere the camera points is where the ordnance/munition goes. The cameraview is indicated by an arrow. Control of 2003 is rather simple, whereinthe operator, whether automatic or manual, is via joystick or othermeans but coordinated with the image. In other words, if the target isto the left on the screen, the operator pushes the joystick in thedirection necessary to move to the target. Operation is not dependent onNS-EW orientation. The orientation is locked to the dispenser andcamera.

The thruster box can move in lots of directions in order to track thetarget. The hexapod uses an autopilot and sensors to keep the barrels ofthe dispenser pointed straight down.

In operation, operatives in the helicopter 2001 may be informed viaremote surveillance of target acquisition and may fly the helicopter toan appropriate location to engage a target. At the location the endeffector is lowered on the winch cable, and the image from the imageapparatus is acquired. For image acquisition and processing see againFIG. 13 and descriptions of the apparatus of FIG. 13 . The operativesthen simply maneuver the end effecter and the helicopter in tandem, asneeded, to place the magazine directly over the target. Then the signalis given to release ordnance. Imagery may also be acquired to determinethe effect of the release on the target.

FIG. 22B is an illustration of a display 2204 that may be viewed by anoperative in the aircraft from which the ordnance delivery apparatus issuspended. The image of the target, in this example a tank, is fromcamera 2203, and there is a locking boundary around the target.Variables are indicated on the screen, including target coordinates,target altitude, camera altitude, weapon selected, number of weaponsavailable, time of flight to target, and the steering mode and videomode that may be engaged at the moment.

The skilled person will understand that the descriptions of the ordnancedelivery embodiment are entirely exemplary, and that there are otherways that many of the functions may be accomplished within the scope ofthe invention.

Fire Bomber Delivery

Fire bombers are a special class of aircraft ranging from single-pilotaircraft up to Boeing 747s. Some helicopters are also engaged infire-fighting operations. Fire bombers are designed to deliver fireretardant agents such as water, gels and foams either to douse a fire orcoat vulnerable areas to prevent the spread of wildfires. Deliveringthese agents conventionally involves flying directly over an area to betreated, which can involve flying low, slow and in less than idealconditions. Delivery parameters are dependent on the type of agent, butit can be assumed that these aircraft are going to be overflying firesover difficult terrain and through smoke at an altitude that allowsvisual confirmation by a pilot of the fire target and success oftire-retardant dispersal. Flying at even 500 ft can be demanding,especially in mountainous terrain, it would be better if these aircraftcould fly higher and on ground tracks offset from the infernos, butstill be able to deliver their payloads at lesser altitudes optimizedfor performance and precision not possible by the tanker itself.

Based on research and flight testing of long-line tethers, the inventorproposes a tethered end effector towed behind a fire bomber, where thetether is a hose and the end effector is a gliding, winged apparatusthat maneuvers behind and below the bomber to allow the bomber to fly athigher, safer altitudes and flight paths while still delivering agentsdirectly at the source of a fire.

FIG. 23 illustrates a fire bomber 2300 trailing a delivery hose 2301having, at a lowermost end, end effector 2302. It may be seen that thealtitude of the end effector 2302 may be the altitude that the bombermay have to maintain to have the same effect as the delivery illustratedin FIG. 23 . In this embodiment of the invention the bomber may maintaina safe altitude.

FIG. 24 is an enlarged view of end effector 2302. Hose 2301 terminatesin the end effector in a multi-axis gimbal mechanism 2401, which allowsthe end effector to pitch, roll and yaw to a limited degree. In theexample of FIG. 24 the wingspan of the end-effector is 20 ft. Thedelivery hose is 2 ft in diameter. The Bomber is 232 ft long with a 211ft wingspan. The end effector, through movement of rudders 2404,elevators and ailerons 2403 is capable of side to side movement of about100 ft in this configuration. The gimbal is not powered. It allows theend effector to move freely about its own center of gravity so it canpitch, roll and yaw in order to fly freely, and, in-so-doing, move thenozzle of the chute about to a desired position.

Guidance is provided by either radio control over the flight path by ahuman operator, automatically by an autopilot with a preselected flightpath or autonomously by onboard sensors that fly to hotspots whileavoiding terrain by sensors or data onboard the end effectors computers.The end effector has computerized circuitry on board, and wirelesscommunication capability with the fire bomber. In an alternativeembodiment there may be a propeller of other means of providing thrustto the end effector to make it more maneuverable.

FIG. 25 is an illustration of a fire bomber 2501 trailing hose 2502,having an end effector 2503 at a lowermost end. The end effector is seenin a central view trailing directly below the fire bomber. In analternate circumstance the end effector 2503 is shown in view A moved toone side and in view B moved to the opposite side. This illustrates themagnitude of displacement that the end effector may accomplish to movehose 2502 from side to side.

FIG. 26 illustrates a circumstance wherein a fire bomber flies asubstantially straight path over a hill and the end effector iscontrolled to follow a curvilinear path 2601. The hose in this exampleissues a fire retardant 2602. There may be valves and control apparatusin the tanker to start, stop and vary delivery of water or fireretardant.

The skilled person will understand that the figures and description areexemplary, and not limiting to the scope of the invention. There may beother apparatus and functionality within the scope of the invention.

High Bandwidth Data Transfer

In yet another embodiment of the invention apparatus and functionalityis provided, using a tethered end effector and hard-wired conductors inthe tether, to accomplish substantially increased bandwidth in datatransfer.

FIG. 27 is an illustration of a circumstance very much like thecircumstance illustrated in FIG. 15 , wherein operatives in an aircraftmay get images of terrain or structure at a very much higher resolutionthan may be accomplished from an imaging device in the aircraft. In FIG.27 a fixed wing aircraft 2700 is flying an orbital path 2701 at analtitude 1 and trailing a tether 2702 which describes a spiraldescending pattern as described above in other circumstances. Acommunication pod 2703 is carried at a lowermost end of tether 2702 andmaintains a fixed position at an altitude of 2.

A receiving station 2704 is located on ground surface and has in thisexample an antenna 2705. Tether 2702 has one or more conductors betweencommunication apparatus in the aircraft and pod 2703. Pod 2703 compriseswireless communication circuitry compatible with wireless circuitry instation 2704.

In the exemplary circumstance aircraft 2700 has powerful imagingequipment and is returned from a mission imaging perhaps enemy positionsand movement. The imaging operations produce a great deal of digitaldata which is stored in data repositories on the aircraft. In aconventional operation aircraft 2700 may have radio equipment todownload the data to a receiving station on ground surface.

It is known that the bandwidth for downloading the data is dependent tosome extent on altitude 1. The shorter the transmission distance thehigher the bandwidth may be. In this embodiment of the invention theaircraft operators release tether 2702 with pod 2703 and assume theproper orbit diameter and speed to lower pod 2703 to a fixed positionproximate station 2704 at altitude 2.

Pod 2703, as mentioned above, comprises wireless communication circuitrycompatible with wireless circuitry in station 2704, and this circuitryis connected through the conductors in the tether with data repositoriesand transmission circuitry in the aircraft.

When pod 2703 reaches its fixed position proximal station 2704 thewireless circuitry in the pod connects with the compatible wirelesscircuitry in station 2704, and data is transferred from the datarepository in the aircraft to the pod and then to the station atwhatever data rate the pod may maintain with antenna 2705 and station2704.

The data transfer rate may be far greater and more secure than may beaccomplished from wireless circuitry in the aircraft, itself.

Helicopter Winch Cable Stabilizer

Winch cables from helicopters are well-known in the art and are used forland and sea rescue operations. A rather serious unmet need in the useof such winches and cables is that movement of the helicopter when thecable is extended, and also prevailing wind may cause swinging of thecable and whatever load may be suspended by the cable.

FIG. 28 illustrates a helicopter 2801 suspending a winch cable 2802having a platform 2805 upon which a subject 2804 is standing, graspingthe winch cable. There is a powered end effector 2803 joined to thewinch cable just above the position of the subject person on theplatform. A purpose of end effector 2803 is to minimize and eliminateswinging of the subject. The end effector in this example has an arrayof thrusters pointed outward and normal to the winch cable axis. Withthe thrusters properly controlled, this solves the problem of thependulum effect of the weighted cable hanging from the helicopter.

FIG. 29 illustrates a circumstance wherein a combination of forces, suchas movement of the helicopter and wind, has caused the load at the endof the winch cable to swing. Broken lines 2806 and 2807 representmagnitude of swing of the winch cable in this circumstance.

In an embodiment of the invention the thrusters of the end effectorautomatically push air and hence a reaction force opposite the directionof swing. The thrusters are variably controlled in one embodiment by asystem that comprises an imaging apparatus incorporated on an upperportion of end effector 2803, the imaging unit focused upward on aspecific point on underside of the helicopter. Control circuitry in theend effector controls the thrusters to urge the end effector oppositeany sensed movement of the end effector from vertical.

End effector 2803 in this example is not the same as other end effectorsthus far described. End effector 2803 is illustrated in FIG. 30B. Endeffector 2803 has a body 2808 implemented in a hexagonal configurationwith six faces 2809. Body 2808 has openings through a top surface toallow air into the body which is expelled through each of six openings2810 in the six faces. Six fans 2811, one for each face, draw air in andexpel the air through the openings to provide thrust. Louvres 2813 arecontrollable to direct the expelled air in different directions. Turningall the louvres in the same way provides rotational thrust on the endeffector.

In one embodiment end effector 2803 further comprises anti-rotationalthrusters, and sensing apparatus in the computerized control circuitryto sense rotation about the vertical axis, and to control theanti-rotational thrusters to dampen and eliminate rotation about thevertical axis.

In an alternative embodiment of the invention for winch cablestabilization, the end effector is incorporated below the platform onwhich the subject stands, providing better leverage, and also affordinga bigger platform for a subject. FIG. 30A illustrates this example, withend effector 2803 below platform 2805.

The skilled person will understand that the apparatus and functionalitymay take other forms within the scope of the invention, as the figuresand description here are exemplary. For example, end effector 2803 mayalso have roller/grabber mechanisms enabling translation up and down thewinch cable.

Tanker Boom Control

It is well-known that aircraft refueling is in many cases conventionallyaccomplished by a tanker with a rigid and extendable boom, that may beextended, retracted and angled up, down and sideways to mate with arefueling port on a receiving aircraft. In the conventional apparatusand operation there is typically an imaging device (camera) on therefueling aircraft viewing back toward the boom, by which an operator inthe aircraft in control of the boom may view and control the boom tomate with the receiving port.

FIG. 32 is an illustration of a refueling aircraft 3200, trailing arigid extendable boom 3201, that has a fixed portion 3203 and anextendible portion 3204. In this example there is an imaging device 3205near the end of the extendable portion of the boom. The imaging devicetransmits images back to an operative in the refueling aircraft throughconductors implemented in or on the boom. Images from device 3205, beingmuch closer to the eventual target than an imaging device in therefueling aircraft, as in the conventional art, are much more useful forfine manipulation and correction, and result in more rapid and secureoperation.

In another embodiment the imaging device is located on the rigid,non-telescoping part of the boom 3203, and still provides a closer andmore advantageous operation than in the conventional art.

The skilled person will understand that the figures and descriptionprovided here are exemplary, and that the apparatus and functionalitymay vary within the scope of the invention.

Smart Fire Hose

The inventor has considered many and varied applications for powered endeffectors, as is evident by the descriptions of disparate systems above.One such application is in delivering water or other fire retardant tofight fires in ground structures, such as residences, office structures,apartment buildings and the like.

It is well known that taking a firehose into a burning building is avery dangerous endeavor. If there were a way to get a fire hose into adeveloping active fire, and to train a nozzle of that hose in a way todeliver water or retardant of another sort, without a fireman or womanhaving to be exposed to flames and falling debris, it should be a veryuseful apparatus and system.

FIG. 33A is an illustration showing a tanker fixed wing aircraft 3300following a circular orbit at an altitude, trailing a fire hose tether3301 having an end effector too small to be seen in any detail. Thecircumstance of a fixed wing aircraft flying a circular orbit, trailinga tether that assumes a spiral downward path, and suspending anapparatus at a lowermost end at a fixed point at a fixed altitude, isdescribed in some detail above in the section entitled Tethered Sensorfor Close-Up Investigation and Viewing, with reference to FIG. 15 .

FIG. 33B shows a close in view of building 3302, wherein the endeffector 3400 may enter the building through a window, for example. Inthis embodiment, recovery of the end effector is more likely being on atether 3301 in case of damage or malicious actions to render the endeffector inoperable.

FIG. 34 is an enlarged view of an end effector 3400 that may be used atthe lowermost end of tether 3301. End effector 3400 has a frame 3401comprising parallel side plates 3406 and 3407 spaced apart by spacerssuch as spacers 3404. DC motors 3402 are implemented at the ends ofaxles or shafts 3405 such that rotating the axles in the horizontalplane directs thrust from propellers 3403. All four thrusters may, forexample, be directed straight down to hover the end effector, orstraight up for the same purpose, with the propellers reversed. Rotationaround a vertical axis may be controlled by varying the thrust of thethrusters individually.

In this example tether 3301 is joined to the end effector with aright-hand elbow (not seen) that directs the end of the tether to anozzle 3409 in a horizontal position. An imaging apparatus 3408 isdirected parallel to the axis of nozzle 3409. Computerized controlcircuitry is enclosed in the framework of the end effector and transmitsimages to an operator in the aircraft by conductors in or parallel totether 3301. The same conductors also transmit a command stream to thecontrol circuitry from the operative in the aircraft, to vary thrust andthrust direction among the four thrusters to maneuver the end effector,and to direct a stream of water or retardant from nozzle 3409.

Control circuitry and apparatus may be much the same as that describedabove with regard to FIG. 13 , in the section describing helicopterrescue operations.

In embodiments of the invention an aircraft such as tanker aircraft 3300may be dispatched to an active fire, in, for example, a building likebuilding 3302. The aircraft may assume an appropriate orbit for thealtitude and mass of the end effector and trail the end effector to aclose proximity of the building. At that point an operative in theaircraft, having visual through camera 3408, may fly nozzle 3409 via endeffector 3400 right up to, for example, a window where the fire may beparamount. The operative may operate valving to release water or otherretardant and direct flow into the window.

The inventor is aware of thrust balancing issues that may accrue due tothe flow of water or retardant, and there may be computerized sensingthat compensates thrust to maintain position for the end effector undersuch circumstances.

In alternative embodiments of the invention thrusters of more or lesspower may be utilized as needed by different uses.

In an alternative embodiment tethers comprising fire hose may bedeployed on the ground surface or from ladder apparatus at an activefire, with end effectors much like end effector 3400, and water suppliedby powerful pumps from tanks of fire trucks, or from fire hydrants.Hoses may be carried and uncoiled by maneuvering an end effector, andwater and other retardant may be directed to active points in the fire.In some cases, there need not be imaging apparatus and remote-controlapparatus, but in other cases all of the control apparatus and techniquedescribed above may be used. End effectors and tethers may be adaptedfor different requirements. In some embodiments the tether 3301 may passthrough end effector 3400 horizontally, as is shown in dotted aspect inFIG. 34 .

In yet other embodiments fire fighting apparatus adapted for fightingwildfires may be provided. For example, an embodiment may be providedwherein a firehose from a tanker truck may be deployed with an endeffector like that of FIG. 34 , and that may be controlled to directwater and retardant into brush fires and the like.

In yet other embodiments the same or closely similar apparatus andprocedures may be used for delivering disinfectant solutions and vaporinto structures and onto infrastructure, to eradicate viruses and othermicrobial material.

Catch and Release System for Deploying and Retrieving UAVs

There are many circumstances wherein deploying UAVs from a fixed wingaircraft is very desirable. Re-acquiring UAVs that have been deployed,however, has never been adequately accomplished. A particular example isuse of the Gremlin™ UAV as developed by The Defense Advanced ResearchProjects Agency (DARPA). DARPA is an agency of the United StatesDepartment of Defense responsible for the development of emergingtechnologies for use by the military.

It is known that the conventional launch procedure for a UAV is to dropthe UAV from a carrier aircraft. The UAV typically has a small turbojetthat requires a substantially higher than normal RPM to operate, on theorder of 100 k to 150 k RPM. The UAV, then, has to dive on the order of2000 ft. or more to develop sufficient wind speed to light the engine.If the engine does not light the Gremlin is lost, at a substantial cost.

It may also be seen that recovery of a UAV in the conventional sense isby a capturing apparatus towed on a cable tether from a recoveryaircraft, the capturing apparatus engaging a compatible apparatusextended upward from the UAV.

In an embodiment of the present invention an improved system withsubstantial advantages is provided wherein launch is from a tether thatdoubles as a refueling hose, wherein the Gremlin is towed for asufficient time to ignite the engine before the tether releases. If anengine does not ignite the Gremlin is simply retrieved by the tether.

In one embodiment of the invention the tether, which is also a refuelinghose, has a powered end effector at the end of the tether, which has newand unique apparatus and functionality for finding and acquiring theGremlin. These unique features are described in enabling detail belowwith reference to formal drawings.

FIG. 35 is an illustration of a fixed wing aircraft 3500 trailing atether hose 3501 having an end effector 3502 at the end of the tether.The end effector is shown just above, but not engaged, to a Gremlin3503. The Gremlin is altered from standard format to engage with endeffector 3502 in a unique way, both for retrieval and for refueling.Details are described in enabling detail below. A retrieval cradleapparatus 3504 is shown extended from a rear cargo bay of aircraft 3500.Apparatus 3504 is purposed for grasping a Gremlin that may be engaged bythe end effector and brought to the aircraft, and for bringing theretrieved Gremlin into the aircraft.

The system comprising end effector 3502, tether/hose 3501, and apparatus3504, along with communication and control systems associated, isadapted to deploy a plurality of Gremlins from the mother aircraft, tocontrol and monitor the Gremlins in diverse operations, to refuelGremlins/UAVs as needed, and to physically engage and retrieveindividual ones of the Gremlins for such as maintenance, repair andreloading of ordnance.

FIG. 36 is a perspective, enlarged view of end effector 3502 and Gremlin3503 in a circumstance of proximity, such that end effector 3502 may beabout to connect to Gremlin 3503, or alternatively, may have justdisconnected after, perhaps, a refueling event. It may be seen in FIG.36 that end effector 3502 has a downward extending blade 3602 that isadapted to engage a port 3601 in a top portion of Gremlin 3503, the portshaped in the fashion of the blade.

FIG. 37 is a perspective view of end effector 3502 providing additionaldetail. An especially important feature is a multi-axis gimbal mechanism3701 by which hose/tether 3501 is joined to the end effector. It may beseen that blade 3602, rigidly joined to hose 3501, has a small wingportion 3704, only one side of which may be seen in FIG. 37 . This wingaids in stabilizing blade 3602 to a vertical aspect, to point straightdown, even though the end effector may well move angularly aboutmulti-axis gimbal mechanism 3701. It is important that the blade remainvertical to facilitate mating with portal 3601 in the UAV.

In this example end effector 3502 has ailerons 3702, a rudder and speedbrakes 3703 to provide maneuverability to translate and positionhose/tether 3501. There is control circuitry within the end effector forremotely manipulating the elements responsible for flying the endeffector, and for wireless communication with the mother aircraft.Additionally, there are image devices on the opposite ends of wing 3704,as well as another imaging device 3705 in the nose of the end effector,the nose-mounted imaging device gimballed to be able to look both up anddown.

In some applications end effector 3502 is a glider, without thrusters,and maneuvers the end of hose/tether 3501 by operating the has ailerons,rudder and speed brakes, to turn the end effector and speed it up andslow it down. In some alternative embodiments there may be thrusters, asdescribed in other sections of this specification, with reference toother figures. The end effector is in two-way wireless communicationwith the mother aircraft enabling operatives in the aircraft to maneuverthe end effector through commands to move the airflow elements, as wellas to vary the thrust of thrusters on those end effectors that employthrusters.

Referring now back to FIGS. 3-8 of this specification, and descriptionof apparatus and functions with reference to these previous figures,blade 3602, in this example depended from the end effector, isconstructed much like blade 303 in FIG. 3B. In the descriptions aboverelated to FIGS. 3-8 the blade extends upward from a wing of an aircraftto be refueled. In this example, however the blade is made a part of theend effector.

Referring now to FIGS. 7 and 8 , a roller mechanism is illustrated anddescribed as a part of miniature flyer 103 which is now called an endeffector. The roller mechanism of flyer 103 engages blade 303 and drawsthe blade to the flyer as seen in FIG. 8 . In the system now describedwith the UAV/Gremlin and end effector 3502 the blade is made a part ofthe end effector, and the roller mechanism is adapted inside the Gremlinbeneath port 3601. In engagement the end effector is piloted to the UAV,homes on port 3601, engages, and the roller mechanism operates to drawthe blade into the port until a refueling nozzle on an end of the blade(see FIG. 3B) is engaged to a refueling port of the UAV Engagementsensed and assured, and refueling may commence.

In operation there may be a substantial number of UAVs/Gremlinsoriginally loaded to the mother aircraft, in some cases twenty or more.This plurality may be referred to as a swarm. At start of a missionoperating personnel load the Gremlins with fuel and whatever other itemsare needed for a mission, such as ordnance for delivery on targets. EachUAV/Gremlin is launched in flight by being connected to an end effector3502 attached to a hose/tether 3501, and the hose/tether is deployedfrom the cargo bay to a predetermined altitude. The Gremlin beinglaunched is retained on the tether for a period of time to run up theturbine engine to operating RPM, as described above, at which point theengine is ignited and the Gremlin is released from blade 3602 of the endeffector. The launched Gremlin is then tasked by control systemscommunicating between the Gremlin and the aircraft. As many Gremlins asa mission requires may be sequentially launched.

At need, UAVs may be recalled to a refueling position, and the endeffector may be piloted to approach the UAV. AprilTags on the wings ofthe Gremlin may be read by imaging devices 3706 with images transmittedto operatives in the aircraft, to facilitate docking. This procedure isdescribed in enabling detail above in the sections for refuelingaircraft, and also for refueling satellites. When securely docked theUAV may be refueled, then released to continue on a preplanned mission.

A Gremlin in need of repair, ordnance reloading, or at the end of amission may, instead of being refueled, by simply drawn upward by tether3501 to be accessed by apparatus 3504, with turbine shut off and perhapswings folded, and drawn into the aircraft through the cargo bay. Imagingdevice 3705 may be rotated to view upward to provide imaging to aidoperators in retrieval of Gremlins.

Anchored Tether for Delivery and Retrieval of Personnel and Cargo

In yet another embodiment of the present invention apparatus and amethod for securely and efficiently delivering personnel and cargo to aknown fixed point on the ground surface from a fixed wing aircraft inorbit at altitude is provided, and personnel and cargo may similarly beretrieved from the ground surface to the fixed wing aircraft.

The system and method to lower an apparatus on a tether from an orbitingaircraft at a first altitude, bringing the apparatus to a fixed point ata second, much lower altitude has been described above for more than oneembodiment of the invention, for example the section titled “HighBandwidth Data Transfer”, referring to FIG. 27 and description of FIG.27 . Similar description is a part of the section above titled “TetheredSensor for Close-Up Investigation and Viewing”, referring to FIG. 15 anddescription of FIG. 15 . There is considerable description andillustration above as well for powered and maneuverable end effectors inseveral embodiments of the invention, the end effectors controllable byoperatives in a host aircraft, either a helicopter or a fixed wingaircraft.

FIG. 38 is a representation of a system wherein a fixed wing aircraft3800 orbiting at a first altitude extends a tether 3801 with a poweredand controllable end effector 3804 to a relatively stable position at asecond altitude near ground surface. A stable ring or other connector3806 has been anchored securely to ground prior to the tether and endeffector being deployed. In one circumstance anchor 3806 is placed andsecured by personnel on the ground.

The aircraft deploys the tether with end effector to a position in someproximity to the anchor, and the end effector is then maneuvered toengage a hook 3805 to the anchor. The end effector may be the same orsimilar to end effector 1006 illustrated in FIG. 12 and described abovewith reference to FIG. 12 .

Once the tether is anchored by the hook, delivery of personnel or cargomay commence. In this example three instances of cargo 3802 a, 3802 band 3802 c are represented at different stages of delivery. Cargo 3802 cis connected to a parachute 3803 c that slows the rate of descent enoughto avoid damage at the end of delivery. A cargo 3802 b is in an earlierstage of delivery and is connected to a parachute 3803 b. Cargo 3802 ahas just been ejected from the cargo door of the aircraft, and parachute3803 a acts as a drag chute to aid in bringing cargo 3802 a out of theaircraft.

As cargo containers reach ground surface, operative personnel on theground may disconnect the cargo and parachutes from the tether and awaitthe next. These personnel are in communication with operatives in theaircraft. When delivery is complete, a ground operative may disconnectthe tether from the anchor, and the tether may be retrieved to theaircraft.

Although only cargo is illustrated it should be understood that theremay be protective harness for personnel, as well, and personnel may bedelivered from the aircraft in the same manner.

This method of cargo and personnel delivery is effective forcircumstances where there is rugged terrain and no local landingfacility for a fixed wing aircraft.

FIG. 39 is a magnified view of cargo 3802 b in process of being loweredalong tether 3801 in FIG. 38 by parachute 3802 b connected to cargo 3802b by line 3901. The cargo container is suspended by a harness 3902 froma ring 3903 that slides along tether 3901.

In an alternative embodiment of the invention a system with an anchoredtether is provided in a way that cargo and personnel may be deliveredand uploaded as well from the ground to the orbiting aircraft. FIG. 40illustrates such a system in which an orbiting aircraft 4001 has atether 4002 anchored to ground just as in the system illustrated in FIG.38 , which may be implemented just as described above with reference toFIGS. 38 and 39 . The end effector in this case is not illustrated.

In this embodiment aircraft 4001 has a second winch and a second tether4003 which is used to slow the descent of cargo and personnel to theground, rather than parachutes. FIG. 41 is an enlarged view of cargo4004 and the two tethers. The second tether 4003 connects to a ring 4005from which the cargo is suspended, and the anchored tether 4002 passesthrough this ring.

In operation, once tether 4002 is anchored, operatives in the aircraftmay deploy cargo 4004 by tether 4003 and reel out the tether until thecargo touches down. In this embodiment once tether 4003 is at ground,operatives on the ground may connect a person in a carrier harness, or acargo to be raised to the aircraft, and operatives in the aircraft maythen reel in tether 4003 and bring the person or the cargo from theground to the aircraft.

Referring now back to FIGS. 1-9 and description of FIGS. 1-9 above,apparatus and a method of refueling an aircraft by another aircraft istaught. Further, referring to FIGS. 17-19 apparatus and a method forrefueling a satellite in orbit from another satellite is taught.

In reviewing and reconsidering the teaching of the parent case theinventors have determined that there exists very broad use for theapparatus and methods taught. For example, battery powered vehicles ofall sorts, from golf carts to automobiles to air taxis and more arebeing used more and more, and the batteries of these vehicles needperioding recharging for the vehicles to remain useful. It isconventional to park a battery powered vehicle next to a stationaryrecharging station and to manually connect a charging cable by a plug tothe vehicle's battery, and to recharge the vehicle battery over a periodof time. The inventors have determined that if an end effector on acharging cable has a plug compatible with a receiving plug on anelectrically powered vehicle, the battery of a battery powered vehiclecan be recharged with both vehicles in motion or both vehiclesstationary.

FIG. 42 is a perspective view of a vehicle 4200 with an extended fuelline 4201 from a fuel tank 4202 through a pumping apparatus 4206, thefuel line having an end effector 4203. Fuel tank 4202 may provide fuelthrough line 4201 to and through the end effector and may also providefuel to power a propulsion engine 4210 for vehicle 4200.

A vehicle 4205 has an acquisition blade 4204 with a fuel port 305connected through a pumping apparatus 4207 to a fuel tank 4208 which maybe adapted to supply fuel to a propulsion engine 4211 for vehicle 4205.Fuel port 305 is compatible with a mating fuel connector 4209 under theend effector, such that when the end effector acquires the acquisitionblade and connects to vehicle 4205 the fuel ports mate. Description ofacquisition and connection is provided above with reference to FIGS. 1-9.

Vehicles 4200 and 4205 are represented intentionally as representativeelements that may represent any sort of vehicle. Vehicle 4200 may be aground vehicle like a tanker truck, a helicopter, a unmanned arialvehicle (UHV), a manned drone vehicle, a boat, or any other sort ofvehicle. Similarly, vehicle 4205 may be any sort of vehicle powered withan internal combustion engine, or any other engine that may requiregaseous or liquid fuel.

Once end effector 4203 acquires blade 4204 and docks, joining the fuelports, fuel may be provided from tank 4202 of vehicle 4200 to tank 4208of vehicle 4205, or from tank 4208 of vehicle 4205 to tank 4202 ofvehicle 4200. The fuel connection between the two vehicles via the endeffector may serve to provide fuel in either direction.

FIG. 43 is a perspective view of a vehicle 4300 with an extendedelectrical line 4301 from a battery 4302 through a control circuitapparatus 4306, the electric line having an end effector 4303. Battery4302 may provide current through line 4301 to and through the endeffector and may also provide current to power an electric propulsionengine 4310 for vehicle 4300.

A vehicle 4305 has an acquisition blade 4204 with a power receptacle4312 connected through a control circuit apparatus 4307 to a battery4308 which may be adapted to power a propulsion engine 4311 for vehicle4305. Receptacle 4312 is compatible with a charge connector 4309 underthe end effector, such that when the end effector acquires theacquisition blade and connects to vehicle 4205 the charge connector andreceptacle mate. Description of acquisition and connection is providedabove with reference to FIGS. 1-9 .

Vehicles 4300 and 4305 are represented intentionally as representativeelements that may represent any sort of electrically powered vehicle.Vehicle 4300 may be a ground vehicle like truck, a helicopter, aunmanned arial vehicle (UHV), a manned drone vehicle, a boat, or anyother sort of electrically powered vehicle. Similarly, vehicle 4305 maybe any sort of vehicle powered by a battery or batteries.

Once end effector 4303 acquires blade 4204 and docks, joining theelectrical connectors, current may be provided from battery 4302 tocharge battery 4308, or from battery 4308 to charge battery 4302. Theconnection between the two vehicles via the end effector may serve toprovide charging in either direction.

Operation of end effectors 4203 and 4303 may be understood withreference to description of embodiments referring to FIGS. 1-9 above.

FIG. 44 is a perspective illustration of a vehicle 4400 having a cargotank 4402 connected through a pumping apparatus 4406 to as transfer line4401 leading to an end effector 4403. Transfer line 4401 ends at anozzle 4409 beneath the end effector. A second vehicle 4405 has anacquisition apparatus 4404 with a receptacle 4404 central to theapparatus. End effector 4403 may position and acquire the acquisitionapparatus and join the nozzle 4409 and receptacle 4404. Vehicle 4405 hasa cargo tank 4408 couples to receptacle 4404 through a pumping apparatus4407.

Once nozzle 4409 and receptacle 4404 are joined, material may betransferred in either direction by operation of one or both of pumpingapparatus 4406 and 4407. Materials transferred and carried by thevehicles may be of a broad variety, such as liquids, like fuels of manysorts, gaseous, such as hydrogen and oxygen, or even dry powderedmaterials. Appropriate pumping apparatus needs to be provided dependingon the nature of materials to be carried and transferred.

It will be apparent to the skilled person that the embodimentsillustrated and described in this application are exemplary only, andnot limiting to the scope of the invention. There are many variationsthat may be made in the examples described, all within the scope of theinvention. For example, there are a variety of ways end effectors may beimplemented, powered and flown, and a variety of ways connectionsbetween vehicles may be accomplished, within the scope of the invention.There are many other alterations that might be made within the scope ofthe invention, and the invention may be practiced incorporating any orall of the examples described, singly or in combination. The inventionis limited only by the scope of the claims that follow.

What is claimed is:
 1. A refueling system, comprising: a first vehiclehaving a fuel tank connected through a pumping apparatus to a deployablefuel hose; an end effector having a plurality of thrusters providingthrust in a plurality of directions and control elements providingcontrolled flight, the fuel hose connected at an end away from the firstvehicle, through the end effector to a fuel connector under the endeffector; a second vehicle having a fuel tank coupled through a pumpingapparatus to a fueling port on an acquisition apparatus adapted toacquire the end effector and connect the fueling port and the fuelconnector of the end effector; and control circuitry in one of thevehicles and in the end effector enabling controlled flight of the endeffector; wherein the end effector is controlled to be acquired by theacquisition apparatus to couple the fuel connector with the fueling portand fuel is provided from the fuel tank of one of the vehicles to thefuel tank of the other of the vehicles through the pumping apparatus. 2.The refueling system of claim 1 further comprising control elements inone of the vehicles enabling an operator to control flight of the endeffector and acquisition of the end effector by the acquisitionapparatus.
 3. The refueling system of claim 2 wherein the controlelements in one of the vehicles and in the end effector each comprisewireless communication circuitry, and control signals between the twoare transmitted wirelessly.
 4. The refueling system of claim 2 furthercomprising an imaging device on the end effector in communication withthe control elements in one of the vehicles, the imaging devicecapturing images in an immediate environment of the end effector, thecontrol elements comprising a monitor displaying the images, wherein theoperator directs the end effector at least in part according to theimages.
 5. The refueling system of claim 1 wherein the control elementsin the end effector are computerized, further comprising an imagingdevice on the end effector providing images to the computerized controlcircuitry, wherein the computerized control circuitry utilizes theimages, controlling the flight of the end effector.
 6. The refuelingsystem of claim 5 further comprising indicia on a surface of the secondvehicle proximate the acquisition apparatus providing location data tothe imaging device, the data used by the computerized circuitry tocontrol flight of the end effector.
 7. A recharging system, comprising:a first vehicle having a battery connected through control circuitryapparatus to a deployable electric line; an end effector having aplurality of thrusters providing thrust in a plurality of directions andcontrol elements providing controlled flight, the electric lineconnected at an end away from the first vehicle, through the endeffector to a charge connector under the end effector; a second vehiclehaving a battery coupled through control circuitry apparatus to a powerreceptacle on an acquisition apparatus adapted to acquire the endeffector and connect the charge connector and the power receptacle; andcontrol circuitry in one of the vehicles and in the end effectorenabling controlled flight of the end effector; wherein the end effectoris controlled to be acquired by the acquisition apparatus to couple thecharge connector and the power receptacle and fuel is provided from thebattery of one of the vehicles to the battery of the other of thevehicles.
 8. The recharging system of claim 7 further comprising controlelements in one of the vehicles enabling an operator to control flightof the end effector and acquisition of the end effector by theacquisition apparatus.
 9. The recharging system of claim 8 wherein thecontrol elements in one of the vehicles and in the end effector eachcomprise wireless communication circuitry, and control signals betweenthe two are transmitted wirelessly.
 10. The recharging system of claim 8further comprising an imaging device on the end effector incommunication with the control elements in one of the vehicles, theimaging device capturing images in an immediate environment of the endeffector, the control elements comprising a monitor displaying theimages, wherein the operator directs the end effector at least in partaccording to the images.
 11. The recharging system of claim 8 whereinthe control elements in the end effector are computerized, furthercomprising an imaging device on the end effector providing images to thecomputerized control circuitry, wherein the computerized controlcircuitry utilizes the images, controlling the flight of the endeffector.
 12. The recharging system of claim 11 further comprisingindicia on a surface of the second vehicle proximate the acquisitionapparatus providing location data to the imaging device, the data usedby the computerized circuitry to control flight of the end effector. 13.A cargo transfer system, comprising: a first vehicle having a cargo tankconnected through a pumping apparatus to a deployable transfer hose; anend effector having a plurality of thrusters providing thrust in aplurality of directions and control elements providing controlledflight, the transfer hose connected at an end away from the firstvehicle, through the end effector to a nozzle under the end effector; asecond vehicle having a cargo tank coupled through a pumping apparatusto a receptacle on an acquisition apparatus adapted to acquire the endeffector and connect the nozzle and the receptacle; and controlcircuitry in one of the vehicles and in the end effector enablingcontrolled flight of the end effector; wherein the end effector iscontrolled to be acquired by the acquisition apparatus to couple thenozzle and the receptacle and cargo is provided from the cargo tank ofone of the vehicles to the cargo tank of the other of the vehiclesthrough the pumping apparatus.
 14. The cargo transfer system of claim 13further comprising control elements in one of the vehicles enabling anoperator to control flight of the end effector and acquisition of theend effector by the acquisition apparatus.
 15. The cargo transfer systemof claim 14 wherein the control elements in one of the vehicles and inthe end effector each comprise wireless communication circuitry, andcontrol signals between the two are transmitted wirelessly.
 16. Thecargo transfer system of claim 14 further comprising an imaging deviceon the end effector in communication with the control elements in one ofthe vehicles, the imaging device capturing images in an immediateenvironment of the end effector, the control elements comprising amonitor displaying the images, wherein the operator directs the endeffector at least in part according to the images.
 17. The cargotransfer system of claim 14 wherein the control elements in the endeffector are computerized, further comprising an imaging device on theend effector providing images to the computerized control circuitry,wherein the computerized control circuitry utilizes the images,controlling the flight of the end effector.
 18. The cargo transfersystem of claim 17 further comprising indicia on a surface of the secondvehicle proximate the acquisition apparatus providing location data tothe imaging device, the data used by the computerized circuitry tocontrol flight of the end effector.